Based on an article originally published in Italian, in "Motociclismo d'Epoca)1",
issue September/October 2003.
|Where necessary, Moto Morini Club Nederland has taken the liberty to add
technical- or general information, clearly marked as "remark" or "note".|
FOR HER NO OTHER. (A motorbike in Italian, like in English, is a "female" creature).
Buyers guide for Moto Morini 3˝ (350) Strada.
|(The Strada model is also known
under the following names:
||left to right: 1973,...
||and 1976 Strada
The Morini 3 1/2 Strada was the first motorbike from Bologna with an engine which was designed by ing. Franco Lambertini.
High output and reliability, combined with low fuel consumption, make this motorbike still very suitable for daily use.
One point of concern with these machines is that spare parts are becoming hard to find. If you are considering a very early
model, be aware that the first 200-250 units produced, suffered from failed connecting rod bolts (see below), a problem which
was quickly solved by the factory. At the moment, the estimated value of these bikes is between 1,000 and 1,500 Euro in Italy
By Luigi Corbetta, photos: Giuseppe Gori.
Shown at the top of this webpage is the first advertisement of the "three-and-a-half", which came on the market in Italy,
back in 1973. It was the best Italian medium-class bike of those days, as it gave a much better performance than the
competitors, including those from Japan (except for the Yamaha RD 2-stroke).
||"Moto Morini announces that soon the new 3˝ will be available: a two cylinder, four stroke bike with
electronic ignition and a six-speed gearbox. With this advertisement, the Emilian Company introduces a bike on the market,
which will glorify their name and which will also be the base for many other models, even with different engine capacities".
This advertisement, which appeared in the first issue of the monthly Italian magazine "Motociclismo" in 1973, is not only
funny and sympathetic, but it seems to be able also to "look into the future".
Note: in the advertisement, a man is drawn-in, at the top of a ladder. He is busy hanging up a large advertisement on a
wall with the above written text. Below the ladder, six different bikers, all happy with the news which was just announced:
an old man with a walking-stick, a young man with a helmet and in leathers, an average motorcyclist, another one with a
more excited appearance and finally a young man with a leather jacket and jeans, together with his girlfriend.
The 3˝ will be able to suit all these different types of bikers: the older rider, who wants a light and easy maneuverable
bike, the sporty biker, who wants good performance and excellent handling, the average users, who want a decent, proper
means of transport and finally the guy with the tattoos. He wants a quiet custom (think of the later Excalibur and New York
models in Harley style).
|click image for double size
All these properties, which actually made this model famous, were maintained over the years. Now, over 30 years after it's
first appearance back in 1973, the 3˝ still is a practical, light, maneuverable, reliable motorbike which is economical
with petrol, despite the sporting performance. It still is a very "pretty" bike, which presents itself well.
|For all those reasons it will be worth considering purchasing this type of bike, providing you can find
a good 2nd hand one. OK, this article is not about the Sport, which is more desirable and powerful,
but about the Standard version (also known under the names mentioned at the top of this page). This is a historic motorbike
which deserves attention. It was first shown at the Motorcycle show in Milan in 1971 and provided with an engine designed
by ing. Franco Lambertini. The excellent properties of this bike were way ahead of it’s time. At the same time, another
feature of the project is that the engine is powerful and reliable as well.
Despite the financial limitations set by the company, which was not able to invest large sums of money, Lambertini put all
his cards in a linear V-twin with an angle of 72o. This is the same angle as a 5 cylinder radial engine used in
the aviation industry. In later years this engine, thanks to the modular design, will be further developed into a number of
other engines: with 2 cylinders a minimum capacity of 250cc and a maximum capacity of 500cc. Furthermore also single cylinder
engines (with the "rear cyclinder" left out) of 125cc and 250cc were developed. The 125/250cc singles were not as popular as
the V-twins. To solve the cooling problem of the rear cylinder, it was "moved" 5cm (2 inches) sideways. A perfect solution. Thanks to
the legs of the rider, which work as a spoiler, the rear cylinder often is cooler than the front one. But at the presentation
of this motorbike in 1971, the audience was not only astonished by the cylinders. It is the total of technical solutions,
which together with the looks, convince people immediately. From the start of production the Morini 350 V-twin has:
- a six-speed gearbox (very unusual in those days);
- fully electronic ignition (for the first time applied to a serial motorbike);
- full electronic rev-counter (replaced on later models by a mechanical rev-counter) and a fully electronic rectifier);
- a camshaft driven by a toothed belt (first time applied on a serial motorbike);
- combustion chambers in the pistons. The cylinder heads are fully flat, according to the Heron system, adapted from car-racing;
- a dry clutch (a detail from a racebike);
- electromagnetic fueltap.
The potential of this bike as a whole was very high and the promises were kept. It is enough to sit down on the dual seat
of the 3˝. Immediately you sit right, natural and comfortable. Starting the engine is never a problem, thanks to the
electronic ignition by Ducati Elettrotecnica. This ignition offers an unusually large advance range (see below), which
prevents kickback of the kickstarter. The V-twin produces both a pleasant and typical sound. Another interesting detail is
the electromagnetic fuel tap
which opens automatically, as soon as the ignition key is switched on. The frame is excellent and is well supported by the
Marzocchi suspension. The brakes are excellent, with a strong twin leading shoe drum at the front wheel, which should be
used with care to avoid grabbing. From 1976 onwards, the front wheel had a disc brake. The surprise comes, as mentioned, as
soon as you ride off. It only takes a short while to get used to the dry clutch.
||Note 1: the lined plates of the dry clutch on the Morini are identical to the dry
clutch used on certain Aermacchi models. (Not sure on the rest of the clutch). The clutch plates are made by "Surflex".
Note 2: This is the improved (2nd) version of the clutch with the white nylon ring (bottom lhs). The very
first version does not have this nylon ring (no ring at all!). The 3rd version of the clutch has a black nylon ring. You
cannot just add a white/black nylon ring to the first version of the clutch, because it won't fit. To add the nylon ring,
you will need to replace the inner drum and outer clutchhousing (both items center top). Installing these three parts
improves the clutch a lot (webmaster's own experience!).
|click on picture
||left the copper ring (1st improved clutch), on the right the nylon ring (2nd improved clutch).
The first version of the clutch on the 3˝ had no ring at all.|
You then can take off smoothly, well assisted by the easy to use gearbox and the short first gear ratio. The low weight and
the excellent frame offer a very good maneuverability. At the same time the performance is good. In the very first roadtest
of the 3˝, back in 1973, Motociclismo writes the following about it: "Riding a motorbike with such a low weight and a 350cc
engine of such a small size is a true pleasure: handling is that of a 125cc, but take note: the output is of a 350cc". And
indeed, the 35hp claimed by the factory, all seem to be present and come free with progression. The bike reacts amazingly
fast to the throttle. Also the delivery of the torque is really impressive: from 2,000 r.p.m. one can ride off just perfectly
– even in sixth gear – while the complete engine gives the impression of power, flexibility and solid craftsmanship”. After
some changes to the appearance (like light alloy rims and disc brakes to name a few), the Strada, Touring or GT version
stayed in production until 1983. The first version, with drum brakes and spoked wheels, is now valued the highest and if you
consider purchasing such a bike you should not wait too long, as there are still a reasonable number of these bikes around.
In 1973, Motociclismo did a roadtest on the 3˝. The bike was thoroughly analyzed Motociclismo and the testing-team were able
to test the excellent output on a racetrack. Real top speed 160.8 km/h (or 99.9 miles/h) and 400 meters (0.249 miles) from
standing still in 15.209 seconds.
The first ± 200-250 engines suffered from breaking connecting rod bolts, caused by the fact that the connection between the
conrod and its head was not precise enough. A small difference of 3-4 hundredths escaped the checks. The tension created for
this reason on the connecting bolts first produced a bending stress and finally broke them, with severe consequences. After
a close, more thorough investigation of all new parts, the problem was finally discovered. Morini changed to a different
supplier and the problem was solved forever.
set of connecting rods
and the bolts
|bolts which hold under the tension (M8 x 1 x 33, 1800 N/mm2) are available in
Germany from Ducati Development Dortmund.
|Handlebar and instruments. The Veglia speedo
and electronic rev. counter are not really precise, but at the time the best Italian products available.
Three small lights on the dashboard: two for the lights (green = "lights on", which is compulsory in Italy, blue = "main
beam") and red indicates "ignition switched on". (On later models, the red light was a warning light for the oil pressure).
Right: the electric switches were never the best parts of this motorbike. Real problems do not occur, but styling and
ergonomics could certainly be better).
||(logo on center early dashboard)
||... later dashboard
||Headlight (left): Vibrations, which are not severe, are suppressed with the use of plenty of rubber.
Both instruments are mounted in special rubber sockets. The chromed edges were not mounted until 1976/77 and are re-manufactured
these days. The headlight is connected with "ears" in off-road style. On 3˝ models with a Paioli front fork, this connection
|1.: most Strada models have a Marzocchi front fork, but the factory sometimes fixed
front forks of Paioli. Both makes are mentioned in the factory parts catalogue).
2.: on the left, the 2nd model headlight. This model was used on both Strada and Sport
models from 1974 onwards. The headlight of the 1973 Strada is more "square" looking with a much flatter back.
3.: the first model Strada from 1973 came with a black, round taillicht made by CEV. On these models, the front
mudguard/fender is fixed to the front fork with chrome tubes, which go over the mudguard at top and bottom. Also the
fuel tank has a different shape and has the fuelcap in the middle.
||Switches: (left) the electric switches were never the best parts of this motorbike. Real problems do
not occur, but styling and ergonomics could certainly be better). Advantage of these switches is they can be repaired easily,
|Wiring: some testreports of the 70s and 80s were a bit cynical about
the "spagetti wiring" on the Morini V-twins. But now, 20 to 30 years later we can conclude that the wiring and electric
components are bot so bad after all. The wiring consists of various parts which are easy to access and troubleshoot and also
easy to repair. All these parts consist of wires, each with a unique colour-code. Each part has a universal black plastic
cover and all parts are kept in place on the frame with tie raps. Have a look for
electric diagrams - in colour - on this site.
Front brake (right): The front wheel is fitted with a drum brake of twin leading shoe
design. The brake lining has an effective surface of 200 x 30 mm. Very powerful, but difficult to modulate. Like all brakes
with this design it is a bit difficult to adjust.
|Engine: The V-twin with it’s angle of 72o has a pleasant character: willing,
good torque and capable of high revs. Furthermore, it is efficient with petrol. When the engine is maintained well it is
||Replacing the sparkplug and setting the valve clearance of the rear cylinder is a little more difficult
than for the front. The shift lever is situated on the right. First gear down, works accurately and operates well.
|Remark: models for export to countries like the USA and also Germany were converted at
the factory to left-side shifting, using this OEM kit (see picture on the right).
||the original factory set
for lhs gear shift
||Fuel supply: The Dell'Orto VHB 25 BS carburettors do not need special attention. Clean them out on
a regular basis. Synchronising is very important and can be done by anyone. You need a minimum of knowledge and equipment. On
the left of the photo we see one of the gadgets of this bike from Bologna: the
electromagnetic fuel tap.
To open the fuel tap, just switch the ignition on. You will then hear a modest "click" from the tap and this is the sign the
tap has opened. The tap for the reserve fuel supply is on the right and has to be opened the conventional way: manually.
|Remark: in case the electro magnetic tap does not work properly, check
if the rubber rings are not stuck; the coil consists of 130 m wire of 0.25 mm diameter.|
|Seat: By simply undoing two bolts with a plastic black knob, the seat can be taken off the bike.
Make sure the bolts are well secured with properly fitting rubber rings to prevent them from loosening due to vibrations.
The same applies to the sidecovers, which are mounted in a similar way. After removing the seat, you gain access to the
small toolbox. You can only fit a minimum of required tools. The fuel tank is fixed at the back with a thick rubber band.
|Airfilters: (rhs, airfilter housing is shown upside-down) both airfilters (orange) are located
under the fueltank, on a protected spot. For easy access, the fuel tank has to be removed, a simple and straightforward
||Remark: 1) the rubber elbows between airfilter and carburettors are
often ripped under the metal clamp. This can cause the engine to run poorly, due to the in-take of "false air".
Remark: 2) K&N filters can be fitted, but the carburettors need re-jetting. The 250/350/500 run best on with the
standard airfilter housing. According to one of our own Clubmembers fitting of "straight K&N filters"
does not give any problems.
||Rear wheel (left): The rearwheel is supplied with a drum brake, which is operated by a cable.
The brake shoes have a surface of 160x30 mm. The shocks are excellent, adjustable Marzocchi’s with chromed springs. From time
to time the bushings of the rear swingarm need to be greased. Use the lubricating nipples on the left and right. Wear in the
swingarm bushings can be checked by parking the bike on it’s center stand. Then try to move the rear wheel left and right.
|Note: a genuine Sport model has a bigger (180 mm diameter) drumbrake at
|Frame number (right): The identification data of the bike, like frame number and the Italian government
homologation number (DGM 11040 OM), are stamped on a metal plate welded to the frame, behind the rear cylinder and below the
battery. Homologation in Italy dates back to the 1st of March 1973 and refers to framenumber A/2*03001*. A/2 is an original
Strada/Touring frame. Numbering started at 03001. A/1 is the original reference of the Sportframe. Later models have a
framenumber starting with "A/3" or "K".
|Note 1: the blue wire to earth is not standard (right).|
|Note 2: Originally, the factory did not stamp enginenumbers on the crackcase.
The 250/350/500 V-twin engines (and also the 125cc and 250cc singles) got a single letter stamped in the cranckcase. Early
3˝ Strada's should have an "A" on the engine. Certain Strada's - mainly produced for the
Italian market - got an "S" on the engine. The last Strada's produced (the so-called "K" model), should have a "K" on the
engine. See the page on framenumbers.||
|Final drive takes place via a 530 chain: 5 / 8” x 3 / 8” (96 links). The rear sprocket,
which has rubber dampers, has 38 teeth. Front sprocket 14 teeth. When buying this type of bike, you should check these parts
well, because often they are not maintained very well. Presently also O-ring chains are available, but take care of the amount
of space at the front sprocket.
|Note: this type of rear sprocket is also used on certain classic Ducati single models|
|A Strada/Touring/GT from 1975. Despite some non-original parts,
like the silencers/mufflers (in this case a pair of Busso's instead of original Lafranconis), non-original fuel tank
(filling cap not in the middle) and decals on fuel tank from 1977, this bikes looks excellent. When you can find a bike in
such a state, you should consider purchasing it.
||The very last type of the Strada. It is known as the "K" type, built from
± 1980/1 until 1983. Mind the colour (light blue metallic which you will only find with this model), the rectangular
headlight and sidecovers which are extened to above the shocks. The seat has a different rear-end, identical to the
K Sport, which was built in '81-'82.
Positive points 3˝ Strada:
- fuel economy,
- excellent frame and handling.
Negative points 3˝ Strada:
- Some parts difficult to obtain,
- reliability of the very first (± 200-250) bikes (frame numbers A/2*03001* up to A/2*03250*),
- original silencers of La Franconi do not last very long.
|Note: Excellent replica's of the La Franconis are available in Italy,
in both chrome and black (for later and/or Sport models), from Marino Setti.
- at NLM in England,
Tritsch in Germany and Luzzi in Italy most spares are available in 2003).
- original belts made by Pirelli had an A-, B- or C-mark, according to the letter stamped on the engine.
The A-, B- or C-belt versions each differ 0,3 mm in length, see also the technical page of this
- certain series of black pickups were badly manufactured and it was more or less impossible to get the ignition
timing right with these bad samples. At the moment better-than-original
red or black pickups are available from (German) Marcus Heilig. These new pickups offer the possibility to set the
timing of each cylinder separately).
|Mario Perfetti: "Excellent purchase, but mind the spares situation".
Excellent motorbike the Morini 350. The engine is splendid and with a normal amount of service, it will easily last
100,000 km’s. But, if something happens, which is always possible of course, then repair can be a problem, because of the
lack of the right spares.
Mario Perfetti, a (former) Morini dealer, a skilled mechanic and a real expert on Morini (specialist in solving clutch
problems, such as sticking plates, or a "too abrupt clutch"), is very clear about it. From Ducati (the previous owner of
the brandname "Moto Morini"), hardly anything is available. All stock of spares is sold out. As time goes by, this situation
is not improving.
||Problems mainly occur with parts specially made for this engine, according to Mario.
Pistons, cylinderheads, ignitions and many other parts are now really rare. Original timing belts made by Pirelli are no longer
available and so one should use belts for industrial use, which last much shorter. Even if you find an old/original belt these
days, don't fix it on your bike. There is a chace it would rip-up because of it's age.
Special negative factors of this engine ? None whatsoever ! The first 200-250 bikes suffered from problems with breaking
connecting bolts of the conrod (see above in this article and also in the interview with ing.
Franco Lambertini in Motociclismo d'Epoca number 8/9 of 2002, or on this site.
|Luzzi's stock of parts
Immediately modifications were made, like a more balanced crankshaft and from that moment
onwards the problems were over. In a certain period, there were problems with the electronic ignition, especially with the
black pickup, but also this problem was solved quickly.
Fortunately, prices of all important parts (excl. tax), which are still available, are very reasonable. Silencers of Sito,
black or chrome, nearly identical to the originals, 133 Euro, timing belts 22 Euro, complete sets of clutch plates 80 Euro,
Airfilters 10 Euro, brake shoes for drum brakes 23 Euro, brake pads for disk brakes 14 Euro.
Mr. Rey: "Very important is the adjustment of carburettors and ignition.
The Morini 3˝ has many positive points but also a few negative points". With a few words Dario Rey, Morini dealer in Ivrea
(North of Turin), designer of many "Specials" and point of reference for many Morinisti in the North of Italy has a clear
judgement of the Morini 350 from Bologna. He is very familiar with the bike and even more familiar with the engine. As a
specialist and tuner he has managed to get extra hp’s from Franco Lambertini’s V-twin engine. He even achieved a maximum of
48 hp at the rear wheel!
"The problems which this engine had in the very beginning are well known", he says, "in particular connecting rods and
gearbox problems. Some pistons were a bit noisy and also certain series of (black) pickup’s have caused problems. Finally,
lubrication at the top of the engine near the heads was not sufficient. Al these problems were solved very quickly, but
these problems could occur with one of the very early models".
aftermarket chromed edges
|Also Mr. Rey emphasises the poor spares situation. "At home I have a few spares, but many parts were lost
during the flooding of a few years ago. Nearly all of Piemont was flooded. So one should look for parts at swapmeets/autojumbles,
where mechanical parts can still be found. Certain parts, like the chromed edges of the instruments and also the decals for
the fuel tank are made again as replicas. They are identical, or nearly identical to the original parts, but of course they
are not original spares anymore". Given his experiences as a tuner, we asked Mr. Rey for a recipe to build a faster bike.
"It is an engine which has trouble breathing. The better method to tune the engine is to fit the pistons and camshaft of
the Sport. If the result of this change is not enough and more power is wanted, then there is only one alternative: increase
the capacity of the engine". But because we are dealing with the Strada (or Touring) version of the mythical V-twin, the most
valuable advice which we are getting is the following: "a proper and correct adjustment of both carburettors and also
ignition to get a some extra hp’s". These are the words of Mr. Rey, so you should well rely on them.
- Engine: V-twin, 4-stroke, angle 72o between cylinders, cylinders offset 50 mm.
Bore x stroke: 62 x 57 mm., total capacity: 344cc, compression ratio 10:1, max. output: 35 hp (DIN), or 38,6 hp
(SAE) at 8,200 r.p.m., max. revs before valves begin to float: 9,200 rpm., max. torque at 5,900 rpm., valves
operated with pushrods and rocker arms, driven by a camshaft located between the V of the cylinders.
Camshaft driven by a toothed belt. Flat cylinder heads with parallel valves of 30.4 mm. inlet and 22.4 mm.
outlet, inlet and outlet channels with extreme high turbulence. Cylinder heads and turbulence according to the
"Heron" principle. Aircooling.
- Ignition: Magnetic flywheel and alternator 100 Watt - 12 Volt.
(On models with e-starter 140 Watt alternator). Electronic voltage rectifier. Fully electronic ignition with
capacitive discharge and maximum ht of 37,000 Volt. Sparkplug-spark-strenght equals 15 micro Siemens. Electronic
pickup coaxial connected to the camshaft, without contacts, wipers, or brushes.
Make sure, the right combination of ignition parts is installed. Red or black pickup with the matching
Starting: ignition should retard 10o (which prevents kickback/backfire of the kickstarter).
Advance: ignition should advance 34o from 6,000 rpm onwards.
Note: Sparkplugs: equals Bosch heat range 225 or 240.
Please note: All books state NGK BP7ES etc. for the 350, but this type is too cold. Best is BP6ES, max. gap between electrodes 0,5mm.
- NGK BP6EV, [or NGK BP6(E?)VX (platinum)], both for fast riding;
NGK BP6ES are supposed to be less suitable for the older Morinis, but OK for Dart/Excalibur/etc.
note: Do not get NGK BPR6, as the R stands for resistor, which gives much weaker spark.
- NGK BP6EV for normal riding;
- AC 42 XLS (normal riding), AC 41 XLS (fast riding), ("AC" is OEM on 3˝ and stated in the factory workshop manual);
- Nippon Denso W20EP-U (normal riding);
- Bosch W5D(C);
- Champion N7YC
- Electrical installation: Battery 12 Volt - 9 Ah (on models without an e-starter), type 12N9-4B-1. Later models
with e-starter: 12 Volt - 15 Ah battery. Headlight with mainbeam, dimmed beam and parking light.
headlight 150 mm.
- Lubrication: Forced lubrication with a helical gear oil pump, driven by the crankshaft via a worm gear.
Automatic pressure control valve and washable oil mesh filter in the case.
Crankcase: contains 3 liters of olie SAE 10W-40 or SAE 10W-60, refresh the oil every 4,000 km's.
|Attention: sometimes 2˝ liters of olie are mentioned. In combination with a
2nd type of dipstick |
(with the markings "max." and "min." at a lower level), this can lead
to engine seizures.
Bearings of the rear swingarm: grease them regularly with Castrol CL Grease.
- Fuel (system): Fuel tank capacity 14 liters, which includes 2,5 liter reserve. Use 4 star petrol (98 RON),
or modern leadfree petrol and add lead-replacement. Two carburettors Dell'Orto VHB 25 BS (see below) and two replaceable dry
air filter elements in an air filter box under the fuel tank. Average fuel consumption:
4,1 liters/100 Km (1 liter to 24,4 km).
- Gearbox: 6-speed, operated by a foot lever on the rhs of the engine.
|Remark: models exported to a number of countries (legislation) were re-build at the factory to lhs gearshift
Ratio: 1 : 3,2 (1st), 1 : 2,0 (2nd), 1 : 1,47 (3rd), 1 : 1,21 (4th), 1 / 1,047 (5th), 1 : 0,954 (6th).
- Clutch: Dry clutch with 5 discs, operated by a cable.
- Transmission/Final drive: Primary transmission with helical gears, ratio 1:2.275. Final drive by 530 chain,
size 5 / 8” x 3 / 8” (96 links), front sprocket 14 teeth, rear sprocket 38 teeth, provided with rubber blocks in
the hub. The rear wheel can be taken out after removing the wheel spindle. Rear sprocket and chain stay in
- Frame: Fully steel, double loop, closed cradle frame.
- Brakes: Rear drumbrake. Frontbrake with twin leading shoes of 200 mm., rear brake with single leading
160 mm. Later models have a diskbrake at front.
- Suspension: Telescopic, hydraulic front fork and hydraulic shock absorbers with fork at the rear.
- Front fork: Very first models: each leg fork oil 200cc SAE 15. Later models: each leg fork oil 320cc SAE 30.
Refresh every 10.000 km.
- Wheels & Tyres: Rims of WM 2/1,85 front and WM 3/2,15 rear.
|Standard (old)||3,25 x 18)*||3,50 x 18)*|
|Low profile (old)|| ----- ||4,10 x 18)*|
|Low profile (old)|| ----- ||4,25-85 x 18|
|Low profile (new)||100/90-18 or 90/90-18||110/90-18|
|Low profile (new)||100/80-18||110/80-18|
|)*recommended by the factory in the 1970s/80s|
|DISCLAIMER: Other sizes than factory recommended sizes are just possibilities; ask your
dealer for the best solution on your 3˝ Strada|
- Tyre pressure:
|Solo use (with passenger)||Front: ||1,6 (1,8) bar.|
|Rear: ||1,8 (2,1) bar.|
- Sizes and weight: Length: 2.060 mm. Wheelbase: 1.390 mm. Empty weight: 144 kg.
- Performance: Top speeds in all six gears: 49, 80, 107, 130, 150, 166 km/h.
- Standard equipment: Electronic rev. counter, electric horn, electric fuel-tap switched by ignition (secures
against flooding of the carburettor), manual tap for reserve fuel, kickstarter with electronic protection against kickback.
- Valves and timing belt. Valve clearance inlet- and outlet valve, cold engine: 0,10 mm. Inspection every 4,000 km’s.
- Timing belt: inspection every 8,000 km, replacement every 20,000 km, or after 36 months.
Attention: There are 3 types of belts: A, B and C. These types each differ 0.3 mm in length.
Use the type
corresponding the letter stamped on the engine.
- Timing diagram: Inlet valve opens 12o before top dead center (TDC),
outlet valve closes 42o
after TDC, outlet valve opens 42o after TDC, outlet valve
closes 12o before TDC. Valve clearance at
fase-control: 1 mm.
- Air filters: Replace air filter elements every 8,000 km.
- Carburettors (Dell’Orto 25 BS):
Main jet: 112, Idle jet: 50, Atomizer: 260K, Needle: E17 at second carving (from the top), Choke jet: 50, Slide valve: 50,
Float weight: 14 gram. Height of the floater (from the side of the housing and carb. upside down): 10 mm.
Note: Moto Morini "K-model" Strada's exported to the USA have another jetting.
The 400cc AMEX version was only available in Germany.
VHB 25BS carb
||E 17 - 2a
VHB 25BS carb
||E 17 - 2a
VHB 25BS carb
||E 17 - 2a
|350 K (USA)
VHB 25BS carb
||E 24 - 2a
|400 K2 AMEX (Germany)
PHBH 26 carb
||X 19 or X 1 (with
X 19 needle
first notch from above)
|Kanguro 350 X/X1
VHBZ 25HS carb
||E 17 - 2a
|Kanguro 350 X2/X3/
VHBZ 25HS carb
This English translation from the original Italian article in MotoCiclismo d'Epoca of September/October 2003
- (Dutch) Tony Kersbergen, Dutch into English,
- (American) Eric Bergman, English corrections.
For complete buyers guide's published in magazines in Dutch, German and Polish, follow this link
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